Articulated Funiculator

ABSTRACT

The disclosure is related to systems and methods regarding transit and movement of people. The Articulated Funiculator is a continuous and connected system of trains that moves people in mass. The trains lie horizontal at specific floor levels (designated as stations) in tall buildings or underground levels (designated as stations) in mining operations and underground subway stations. The Articulated Funiculator transitions from horizontal alignments at the stations to vertical, slanted or curved alignments between the stations, albeit the passengers remain horizontal in a standing position. The Articulated Funiculator captures the energy from the braking, dynamic braking&#39; of the trains and stores it. The stored energy is then used to accelerate the Articulated Funiculator. This re-use of energy makes the Articulated Funiculator sustainable.

CROSS-REFERENCE TO RELATED APPLICATION(S)

The present application is a continuation of and claims priority to U.S.application Ser. No. 14/397,025 filed on Oct. 24, 2014, and entitled“ARTICULATED FUNICULATOR”, which in turn claims priority toInternational Patent Application No. PCT/EP2012/005177, filed on Dec.15, 2012, and entitled “ARTICULATED FUNICULATOR”, which in turn claimspriority to European Patent Application 12003610.8, filed on May 9, 2012and to U.S. Provisional Patent Application No. 61/687,450, filed on Apr.26, 2012, all of which are incorporated by reference herein in theirentireties.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a table itemizing general information for a set of buildings;

FIG. 2 is a diagram of an articulated funiculator depicting up-bound anddown-bound track traversal paths, in accordance with certainembodiments;

FIG. 3 is a diagram of an articulated funiculator system, including anodd loop configuration, in accordance with certain embodiments;

FIG. 4 is a diagram of an embodiment of an articulated funiculatorsystem including an even loop configuration, in accordance with certainembodiments;

FIG. 5 is a diagram of an articulated funiculator system including asingle loop configuration, in accordance with certain embodiments;

FIG. 6 is a diagram of possible rotation of a passenger carriage aroundthree axes, in accordance with certain embodiments;

FIG. 7 is a diagram of an articulated funiculator including barrelshaped carriage frames with cuboid carriages, in accordance with certainembodiments;

FIG. 8 is a diagram illustrating possible train configurations shapedfor aerodynamics to reduce drag, in accordance with certain embodiments;

FIG. 9 is a diagram illustrating pitch and roll parameters for single,even, and odd loop configurations, in accordance with certainembodiments;

FIG. 10 is a diagram depicting acceleration and deceleration portions ofthe vertical legs of the articulated funiculator and including a tableminimum times and maximum velocities for a range of rise/fall lengths,in accordance with certain embodiments;

FIG. 11 is a diagram of a portion of the articulated funiculator systemincluding cogs for power and breaking, in accordance with certainembodiments;

FIG. 12 is a diagram of a building and superstructure that includes fourarticulated funiculator stations, in accordance with certainembodiments;

FIG. 13 illustrates example views of various aspects of the articulatedfuniculator system, in accordance with certain embodiments;

FIG. 14 is a diagram including possible layout configurations of anarticulated funiculator and a corresponding table of usable floor spaceratios, in accordance with certain embodiments;

FIG. 15 is a diagram of an articulated funiculator with three loops andfour stations in a possible vertical configuration, in accordance withcertain embodiments;

FIG. 16 illustrates possible building mode shapes and periods for tubedmega frame structures, in accordance with certain embodiments; and

FIG. 17 illustrates a possible building configuration, in accordancewith certain embodiments.

DESCRIPTION

In the following detailed description of the embodiments, reference ismade to the accompanying drawings which form a part hereof, and in whichare shown by way of illustrations. It is to be understood that featuresof the various described embodiments may be combined, other embodimentsmay be utilized, and structural changes may be made without departingfrom the scope of the present disclosure. It is also to be understoodthat features of the various embodiments and examples herein can becombined, exchanged, or removed without departing from the scope of thepresent disclosure.

VERTICAL LIVING: A FACT OF LIFE

The number of high-rise buildings has tripled in the past 30 years. In1982 the amount of completed high-rise buildings was 2,091, in 1992 itwas 3,048, in 2002 it was 4,306 and this year, 2012, we have 7,409 andthe number is increasing rapidly all over the world. (Skyscrapercity,2012).

The world has experienced unprecedented urban growth in recent decades.In 2008, for the first time, the world's population was evenly splitbetween urban and rural areas. There were more than 400 cities with over1 million inhabitants and 19 cities over 10 million. Developed nationswere about 74% urbanized while 44% of the inhabitants of less developedcountries lived in urban areas. However, urbanization is occurringrapidly in many less developed countries. It is expected that 70% of theworld population will be urbanized by 2050 and most of that urban growthwill occur in less developed countries. (Population Reference Bureau,2012)

In 1950, 79% of the population of the UK lived in cities, already alarge figure, but one which is set to rise to 92.2% by 2030. Elsewhere,China's percentage rose from 13% to 40.4% between the years 1950-2005and is predicted to rise to 60.3% by 2030. But it's Botswana that hasexperienced the largest influx. Next year, 61.2% of its population areexpected to live in urban areas yet back in 1950 only 2.7% of Botswananslived in cities. (Guardian, 2012)

In China and South East Asia many mega cities are being built and thenumber of skyscrapers is constantly increasing: vertical living is andwill continue to be a fact of life. Efficient highrise buildings thatsave energy and space are in demand more than ever before. TheArticulated Funiculator and the tubed mega frame is one solution to meetthis growing demand. FIG. 1 itemizes general information for 10high-rise buildings.

RETHINKING VERTICAL TRANSPORTATION

The skyscraper was born with the invention of the elevator in the 1850sand the electric elevator in 1880s. The concept of transporting peopleand cargo between floor levels was innovative and propelled thedevelopment of the skyscraper. As buildings grew in height, so did thenumber of elevators and the concept of clumping the elevators into acentral lobby was introduced. Banking elevators improved efficiency andreduced wait times. Elevator speeds increased over time but the originalconcept of a single box inside a vertical shaft remained the same. Intall and super tall buildings this concept of vertical transportationrequires many elevators and shafts and this demand diminishes the amountof leftover rentable/sellable floor space. This drawback is compoundedby longer wait/travel times and higher energy consumption. It appearsthat as the height of buildings increase the current concept of verticaltransportation needs to be rethought.

Tall and super tall buildings can be analogized to vertical cities. In ahorizontal city it is common to have residences, offices, hotels,shopping malls, movie theaters, hospitals and the like and it is commonto use buses and subways as a means of transportation.

The above discussion in regards to vertical transportation needs inbuildings located above ground is also applicable to undergroundvertical transportation needs in, for example, underground miningoperations and underground subway stations.

ARTICULATED FUNICULATOR CONCEPT

The Articulated Funiculator (FIG. 2) is a series of trains separated bysome distance, for example every 250 meters. The trains lie horizontalat specific floor levels designated as “stations” and these stations areseparated by, for example, every 250 meters of vertical building orunderground shaft height. The trains transition from horizontalalignments at the stations to vertical alignments between the stations,albeit the passengers remain in a standing position. The trains ascendand descend on tracks that snake from one side of the building orunderground shaft to the other. As shown in FIG. 2, as the up-boundtracks traverse right, up and left, the down-bound tracks traverse left,down and right. The tracks transition together at the bottom and top ofthe building and make a continuous loop. The Articulated Funiculatorstops at all up-bound and down-bound stations simultaneously, unloadsand loads passengers, and proceeds up and down to the next stations.Intermediate floors between stations are serviced by conventionalelevators. The looping configurations can vary (FIGS. 3, 4 and 5) anddepends on the building and underground shaft geometries.

TRAIN CONCEPT

Aspects of the Articulated Funiculator concept involve a series oftrains made of train cars and the train cars house the passengercarriages and the carriage frames. The Articulated Funiculator may bedesigned so that the passengers remain standing even though the trainalignment transitions from horizontal to vertical. This means that thecarriages will need to pitch inside the carriage frames. In addition,the Articulated Funiculator may move in such a way as to allow for thetransition alignments at the tops and bottoms of buildings andunderground shafts.

Movement studies of the transitions at the top and bottom of thebuildings shows that a passenger carriage could experience rotationaround three axes, pitch, roll and yaw (FIG. 6). The motion studyconcludes: 1.) that the carriages will need to pitch in order for thepassengers to remain standing, 2.) the carriages will need to roll andyaw to facilitate the transition in the curved portion of thealignments, and 3.) the carriages will need to (only) roll to facilitatethe transition in the vertical portions of the alignments. The conceptto facilitate these motions is to have a cube (cuboid) shaped passengercarriage inside a spherical carriage frame. A cuboid carriage couldpitch, roll and yaw inside a spherical frame.

It seems simpler to implement the transition motion in the verticalportions of the alignments rather than in the curves. This eliminatesthe need for the carriages to yaw. It also makes sense to take the rollmotion between the train cars instead of in the carriages. This could bedone with coupling mechanisms between the train cars that swivel. Apossible result is a train with barrel shaped carriage frames withcuboid carriages (FIG. 7). The natural progression is to form and shapethe trains for aerodynamics to reduce drag (FIG. 8). Each train car mayhave 8 sets of wheels and roll on four tracks.

A carriage frame height and width of 2.2 meters results in a carriageframe diameter of 3.11 meters based on geometry and a total carriageframe outer diameter of 3.5 meters is shown. A total frame length of 3.5meters is also shown and results in a square train cross-section.Eventual carriage sizes will be sized to match the building andunderground shaft configurations and the passenger/cargo flow demands athand.

MOVEMENT STRATAGIES

Pitch and roll requirements for single, even and odd loop configurationsare shown in FIG. 9.

ACCELERATION AND VELOCITY STRATEGIES

The recommended fastest acceleration on the vertical legs is 1 g. Thiswould result in a 0 g environment on the fall accelerations and the risedecelerations and a 2 g environment on the Fall decelerations and theRise accelerations (FIG. 10). Accelerations larger than 1 g wouldseparate the passengers or cargo from the floors and necessitaterestraints. With 1 g accelerations and decelerations it would take 10.1seconds to traverse the 250 meters between the stations in our exampleand the train would reach a maximum speed of 178 kilometers per hour.FIG. 10 shows minimum times and maximum velocities for a range ofrise/fall lengths. It is obvious that a 1 g environment would exceed thecomfort level of some passengers so studies would need to be conductedto determine the maximum usable acceleration.

The cycle time between trains can be approximated for the 250 meterexample. It is estimated that passenger unloading and loading of thetrains at the stations could take between 20 and 30 seconds. It wouldalso take about 5 seconds for the trains to move from the stations andposition vertically before the rise/fall accelerations. This, plus the10 second rise/fall, adds up to an estimated cycle time of 1 minutebetween trains at peak usage times. Train movements and cycle times canbe reduced for off peak times.

POWER/BRAKING COGS

The Articulated Funiculator is a series of trains connected togetherwith cables or some other medium. The cables span between the trains andare looped around cogs where the alignments transition from horizontalat the stations to the vertical rises/falls (FIG. 11). The cogs attachto the cables and serve to both brake and power the system. The cogs areconnected to generators/motors that will capture energy while brakingand power the system while driving.

DYNAMIC BRAKING, ENERGY STORAGE AND POWER EXTRACTION

When the down-bound payloads are heavier than the up-bound theArticulated Funiculator captures the energy from braking the trains,dynamic braking, and stores it. The stored energy is then used toaccelerate the Articulated Funiculator when the up-bound payloads areheavier than the down-bound. The capture and reuse of energy makes theArticulated Funiculator sustainable. For example, as lunchtimeapproaches most passengers will travel down the building and the energyneeded to brake the Articulated Funiculator will be stored and used topower passengers up the building after lunch.

PROTOTYPE BUILDING

To further explain the Articulated Funiculator a prototype building isshown. The building has plan dimensions of 40 meters by 45 meters and aheight of 620 meters and has about 120 floors. This configuration has aslenderness factor of 1/15.5 in the short direction and 1/13.8 in thelong. The building has four Articulated Funiculator stations, one atground level, one at elevation 168 meters, one at elevation 353 metersand one at elevation 538 meters. (FIG. 12)

STATION CONCEPT

The stations for the Articulated Funiculator may be 10 meters wide, wallcenterline to wall centerline, and 3 stories deep (FIG. 13). Passengersenter and exit the trains from the middle story. From there, passengershave access to escalators that move them either up one floor to accessconventional elevators that go up or down one floor to accessconventional elevators that go down. There are doors through thestations on the upper and lower floors that provide access to theopposite side of the building. The cogs and the generators/motors may behoused inside the stations.

STRUCTURAL COMPATIBILITY

The Articulated Funiculator lends itself to an efficient structuralsystem well adapted to tall thin skyscrapers and high strength concrete.It makes sense to use the vertical corridors that house the ArticulatedFuniculator as the super structure as is common with central cores. Thevertical legs can be, for example, 6 meters wide, wall centerline towall centerline, and 10 meters long. This gives 8.5 meters by 4.5 metersinside clear dimensions (1.5 meter thick walls) and fits the 3.5 meterby 3.5 meter train cross-sections. It also makes sense to use thehorizontal stations as the super structural as is common withoutriggers. The combination of the vertical and horizontal tubes forms atubed mega frame. Mega cross tubes can be placed at intermediateelevations between the stations and at the top of the building forstructural performance. These intermediate cross tubes may be atelevations 78 meters, 264 meters, 449 meters and 615 meters. The samestructural system is used in the perpendicular direction and thesymmetry gives rise to the 3-D tubed mega frame (FIG. 12). All of thefloor loads are transferred to the four vertical legs at station andoutrigger levels with diagonals.

The length of the Articulated Funiculator is a function of the number ofcars in the trains and this length sets the minimum width of thebuilding in the direction of the stations and locates one set of thevertical legs of the tubed mega frame.

The tubed mega frame lends itself to a variety of floor plate shapes andsizes. FIG. 14 illustrates three generic shapes and tabulates usablefloor space ratios. Usable floor area ratio is defined as the floorplate area minus the core area minus jumbo columns. The ArticulatedFuniculator occupies half the area of two of the vertical legs and it isexpected that the other half of these shafts will be used as duct space.It makes sense to house the conventional elevators, stairs and ductworkin the remaining two legs. Placing all of the vertical transportationand ductwork inside the four legs of the structure leaves the rest ofthe floor plate completely open and results in high usable floor spaceratios.

VERTICAL TRANSPORTATION PLAN

The vertical transportation plan is a combination of one ArticulatedFuniculator with three loops and four stations and conventionalelevators that run between the stations as described in FIG. 15.Passengers have three options for movement. They can ride theArticulated Funiculator to a station and take conventional elevators up,ride the Articulated Funiculator to a station and take conventionalelevators down or ride the conventional elevators. The third option mayrequire a transfer from one elevator run to another. It is expected thatthese multiple movement options will increase the volume of passengerflow and reduce congestion.

There may be 35 inhabitable floors and 2 mechanical floors and 160meters between stations. In this configuration, it is expected thatabout 6 elevators will be needed between the stations and 4 above thehighest station. This results in a total of 22 elevators for thebuilding.

STRUCTURAL PERFORMANCE

The tubed mega frame is an efficient structure because almost all of theloads are carried by the four vertical legs that are set at the exteriorfaces of the building.

The super structure has seven vertical zones and the wall thicknessesstep from 1.50 meters at the base to 0.30 meters at the crown.Structural analysis runs using ETABS and a wind speed of 83 mph (37.1m/s) indicates that a concrete strength of 60-70 MPa with minimalreinforcing ratios.

Five modes shapes and periods are shown in FIG. 16. Mode 1 is in the 40meter direction, mode 2 is in the 45 meter direction, mode 3 is in the40 meter direction, mode 4 is in the 45 meter direction and mode 5 istwisting.

Wind speeds of 77.5 mph (34.6 m/s) result in maximum inter-story driftratios of about H/360 in the 40 meter direction and H/540 in the 45meter direction using a modulus of elasticity of 50.0 GPa.

ARCHITECTURAL PROGRAMS

The removal of the central core creates the potential for new andexciting programs that have not yet been incorporated into tall thinskyscrapers. Because the floor plates are open it is possible to programconcert halls, conference rooms, theaters and swimming pools into thebody of the building.

The tubed mega frame offers flexible architectural configurations andcan support many forms and shapes as illustrated in FIG. 17.

Vertical living is and continues to be a fact of urban life and thusefficient and sustainable solutions for tall thin skyscrapers areneeded. The goal of the Articulated Funiculator and the tubed mega frameis to increase efficiency and sustainability and to assist in thedevelopment of tall thin skyscrapers. Vertical transportation is areality of human life and thus efficient and sustainable solutions forvertical transportation in tall buildings, underground mining operationsand underground subway stations are needed. Aspects or embodiments ofthe Articulated Funiculator or the Tubed Mega Frame or both, may:

-   -   Reduce the number of conventional elevators.    -   Reduce the number of conventional elevators shafts.    -   Increase the speed of passenger conveyance.    -   Increase the speed of cargo conveyance.    -   Be sustainable and reduces vertical transportation energy costs        due to energy capture and reuse.    -   Reduce wait and cycle times.    -   Increase rentable/sellable floor area ratios in tall buildings.

The Articulated Funiculator may provide an alternative to conventionalelevators in tall buildings, underground mines and underground subwaystations and is ideally suited for any situation where there is a needto move masses of people or cargo up or down. The ArticulatedFuniculator can reduce the amount of conventional elevators, reduce thenumber of conventional elevator shafts, reduce wait and cycle times,increase the speed of passenger and cargo conveyance, reduce the energycosts associated with vertical transportation due to energy capture andreuse and increase rentable/sellable floor space in tall buildings. Highspeeds, large passenger/cargo volumes and recyclable energy makes theArticulated Funiculator the way of the future. It is time for a newgeneration of elevator systems to take a step forward.

REFERENCES

Skyscrapercity, 2012, http://skyscrapercity.com [Accessed April 2012].

Population Reference Bureau, 2012, http://prb.org [Accessed April 2012].

Guardian,2012,http://www.guardian.co.uk/news/datablog/2009/aug/18/percentagepopulation-living-cities [Accessed April 2012].

Binder, G., 2006, 101 of the World's Tallest Buildings. ImagesPublishing.

Council on Tall Buildings and Urban Habitat, 2012. CTBUH SkyscraperCenter.

http://skyscrapercenter.com [Accessed April 2012].

Sarkisian, M., 2006. Jin Mao Tower's Influence on China's New InnovativeTall Buildings, Council on Tall Buildings and Urban Habitat.

Xi a, J., Poon, D. & Mass, D. c., 2010. Case Study: Shanghai Tower.CTBUH Journal, Issue II, pp. 12-18.

The illustrations, examples, and embodiments described herein areintended to provide a general understanding of the structure of variousembodiments. The illustrations are not intended to serve as a completedescription of all of the elements and features of apparatus and systemsthat utilize the structures or methods described herein. Many otherembodiments may be apparent to those of skill in the art upon reviewingthe disclosure. Other embodiments may be utilized and derived from thedisclosure, such that structural and logical substitutions and changesmay be made without departing from the scope of the disclosure.Moreover, although specific embodiments have been illustrated anddescribed herein, it should be appreciated that any subsequentarrangement designed to achieve the same or similar purpose may besubstituted for the specific embodiments shown.

This disclosure is intended to cover any and all subsequent adaptationsor variations of various embodiments. Combinations of the aboveexamples, and other embodiments not specifically described herein, willbe apparent to those of skill in the art upon reviewing the description.Additionally, the illustrations are merely representational and may notbe drawn to scale. Certain proportions within the illustrations may beexaggerated, while other proportions may be reduced. Accordingly, thedisclosure and the figures are to be regarded as illustrative and notrestrictive.

1. A train car for an elevator system, the train car comprising: apassenger carriage; and a carriage frame; wherein the train car isconfigured such that the passenger carriage pitches inside the carriageframe during a first motion of the train car, and such that thepassenger carriage rolls in a vertical portion of the elevator systemduring a second motion of the train car, and wherein the passengercarriage pitches relative to the carriage frame and rolls to maintain arelatively upright and vertical position of a passenger located withinthe passenger carriage.
 2. The train car according to claim 1, whereinthe first motion is the second motion.
 3. The train car according toclaim 1, wherein the first motion and the second motion occur as atleast part of a single motion.
 4. The train car according to claim 1,wherein the first motion comprises the second motion, or the secondmotion comprises the first motion.
 5. The train car according to claim1, wherein the first motion is different from the second motion.
 6. Thetrain car according to claim 1, wherein the train car is configured suchthat the passenger carriage rolls inside the carriage frame during thesecond motion of the train car.
 7. The train car according to claim 1,wherein the train car is configured such that the passenger carriageyaws inside the carriage frame during a third motion of the train car.8. The train car according to claim 6, wherein the train car isconfigured such that the passenger carriage yaws inside the carriageframe during a third motion of the train car.
 9. The train car accordingto claim 1, wherein the passenger carriage is cuboid shaped and thecarriage frame is spherical.
 10. A train for an elevator system, thetrain comprising at least two train cars according to claim 1, whereinthe train cars are configured to roll with respect to each other. 11.The train according to claim 10, wherein the train comprises aswivelling coupling mechanism between the train cars.
 12. The trainaccording to claim 10, wherein the passenger carriages are cuboid shapedand the carriage frames are barrel shaped.
 13. The train according toclaim 11, wherein the passenger carriages are cuboid shaped and thecarriage frames are barrel shaped.